Controlling apparatus for heat-engines.



PATENTED 0GT.15,190'7'.

EPP. NOYES.

CONTROLLING APPARATUS FOR HEAT ENGINES.

APPLIUATION FILED NOV. 11, 1899.

5 SHEETS-SHEBT 1.

INVENTDR:

We. 4W.

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PATENTED OCT. 15, 1907.

E. P. NOYES. CONTROLLING APPARATUS FOR HEAT ENGINES.

APPLICATION TILED NOV.11, 1899- WITNESSES:

J W 02%W 6 SHEETS-$111131 2.

PATENTED OUT. 15, 1907.

E. P. NOYES. CONTROLLING APPARATUS FOR HEAT ENGINES.

APPLICATION I'ILED NOV. 11, 1899.

5 SHEETS-SHEET 3.

\X/ITNEEEES:

PATENTED OCT. 15, 1907.

E. P. NOYES. CONTROLLING APPARATUS FOR HEAT ENGINES.

APPLICATION FILED NOV. 11, 1899.

5 SHEETS-SHEET 4.

mNLmW No. 868,358. PATENTED OCT. 15, 1907.

E. P. NOYES.

CONTROLLING APPARATUS FOR HEAT ENGINES.

APPLIUATION FILED NOV.11, 1899.

5 SHEETfl-BHEET 5. P12. .1 llslfi d al/5M0 W ZJJZ-W W EDWARD P. NOYES,or WINCHESTER, MASSACHUSETTS.

CONTROLLING 'AFFARATUS FOR HEAT-ENGINES.

, Specification of Letters Patent. Application filed November 11, 1899.Serial No- 738.588.

Patented Oct. 15, 1,907.

To all whom it may concern:

Be it known that I, Enwsnn P. Novas, of Winches.

ter, in the county of Middlcsex and State of Massachusetts, haveinvented certain new and useful Improvements in Controlling Apparatusfor Heat-Engines, of which the following is a specification.

This invention relates to internal-combustion power systems and as apreferred embodiment thereof I have shpwn the combustion carried on bythe constant-flame method as described in Reeve patents Nos. 588,178 and588,293, but the invention will be understood as notbeing .whollyconfined to this manner of burning the fuel. Said patents set forth apower system or apparatus including an engine, a fuel-compressor and anair compressor, a burner for uniting the two fluids in'combustion, meansfor proportioning their flow before reaching the burner, and acooling-chamber in which the products of combustion are passed throughor over a body of water in order to reduce their temperature to a stableworking point before they reach the working cylinder of the engine, andmeans for controlling the watersupply to said cooling-chamber.

The object of the present invention is to provide increased and improvedcontrol over the temperatures, pressures, and volumes in a system of thekind specified or in other systems to which the improvements may befound to apply,-for pre-heating of the apparatus and its contents, andfor effecting a start.

To these ends, the invention consists in certain novel features ofconstruction and arrangement hereinafterclaimed, and described as totheir practical embodiment in the specification.

Reference is to be had to the accompanying drawings, in which- Figure 1represents a diagrammatic view ofa power system embodying my invention.Fig. 2 represents a longitudinal sectional view of the fluid-controllingand pressure-reducing valve. Fig. 3 represents a vertical sectional viewof the burner, cooling-chamber, and adjacent parts. Fig. 4 represents avertical sectional view of a form of igniter. Fig. 5 represents asectional view of the thermostat in the engine-pipe. Fig. 6 represents avertical sectional view of a burner and cooling-chamher, with provisionsfor increased jacketing of combustion-chamber and fluid-spaces. Fig. 7represents an enlarged vertical sectional view of parts shown in thelattcr figure. Fig. 8 represents a horizontal section on the line 88 ofFig. 6. Fig. 9reprcsents a vertical sectional view, showing an alternateform of igniter. Fig. 10 represents a sectional view, showing adifferential device controlling the air and gas pressures. Fig. 11represcnts an enlarged detail sectional view, showing a modification ofthe valve illustrated in Fig. 2. Fig. 12 represents a sectional view,showing an alternate device for controlling air and gas pressures. Figs.13 and 14 represent sectional views of alternate forms of safety devicesin the engine-pipe.- Fig. 15 represents a sectional view of a device forcontrolling the compressor-output. Fig. 16 represents a sectional viewof a reservoir-valve hereinafter referred to. Fig. 17 represents alongitudinal section of one of the peep-hole tubes. Fig. 18 represents asectional view, showing means for utilizing excess fluid-pressures toperform useful work.

The same reference characters indicate the same parts in the variousfigures.

I Referring to the drawings,1 is an engine, mechan-- ically connected inany suitable manner with a compressor 2. As here shown, the apparatus isof the gen- ;eral type known as a steam air-compressor, but speciallydesigned and proportioned so that only a portion of the normal'grosspower developed-in the power end shall be used in the work ofcompression. It maybe of any but not necessarily compound, steam-chest,governor,

reversing-gear, etc., etc., of any preferred standard type. 2 is thecompressor end, preferably a compound air-compressor similar essentiallyto high-class apparatus of this type. 3 is an auxiliary compressor,separate from 2 and used for compressing gas.

4 and 5 are conduits leading from the delivery-outlets of 2 and 3respectively.

Connected with 4 and 5 are reservoirs 6 and 9 for storing the fluidscompressed by 2 and 3. These reservoirs are preferably placed in sideconnection with the conduits 4 and 5, as shown, and may-at times beprovided in multiple to advantage, as shown on the .drawings by 6, 7, 8,etc.

Conduits 4'and5 are preferably led by the shortest possible path,through a regulator or resistance-valve 12, in which they are, however,kept quite separate;

' thence to a suitable burner 13, where for the first time the twoconduits unite in a single combustion-chamber 14 (Fig. 3). From 14, asshown in Fig. 3, the now united conduits continue through the tube 15,around its lower end, into the chamber 16, called the coolingchamber,thence upward through the annular passage 17, the annular chamber 18 andthrough the enginepipe 19, to the throttle-valve 20 and the engine 1.

-21 is a small steam-boiler, preferably of the watertube type, connectedwith 16 as shown, in such manner that water shall always stand atpractically the same level in 21 and 16.. A float 22 in 21 controls theheight of the water by rotating a shaft 23, shown in end view in Fig; 3,which operates a valve, whereby the water supplied by a pressure-pump orequivalent apparatus is controlled. A fire of any suitable character,provided as here illustrated by a burner 24, serves to raise steam.

25 and 26 are stop-valves, and 27 and 28 are checkvalves in the conduits4 and 5 respectively, placed near theburner 13, in relation as shown.The checkvalves 27 and 28 open inwardly toward 13.

A broad description of the operation of the apparatus is as iollows:

Maininlet-valves 25 and 26 having been closed, and water having beenadmitted to 16 and 21 and connected parts, up to the levelpredeterminedby the set of the float-valve, steam is raised in the usualmanner. 16 and 21, with the connected spaces below (checkvalves 27 and28, constitute a small steam boiler, bottletight for the moment. Asuitable pressure being attained, the engine is started by opening thethrottle and admitting steam to it, whereby air and gas are 'compressedin their respective reservoirs, or some of them. 7 Suitable reservoirpressure having been obtained, and steam pressure a little in excess ofsaid reservoir pressures having been obtained in l6 21, etc.,inlet-valves 25 and 26 are opened. The check-valves 27 and 28 below themprevent the mixture of steam with air and gas. When the pressure inchambers 16 and 21 has fallen to the point of the now rising reservoirpressures, check-valves 27 and 28 open, and air and gas flow intocombustion-chamber 14. There they are instantlyignited by suitabl, meansto be described, and thereafter, burn continuously undersuper-atmospheric pressure, the flow of the burning and burned gasesbeing downward through 15, around its lower end, immersed in water, uppast the outer surface or 15. and through the engine-pipe 19 to thethrottle.

The combustion in 14 .and 15 results in high temperature'and greatlyincreased volume of the gases sharing in it. This temperature is reducedin the water to about the temperature of saturated steam at the pressureexistingin the system, and a considerable volume of steam is added tothe combustion-gases thereby. The last flamed mixture is powerfullysuperheated during its passage through 17 and 18, yet not to such degreeas to do damage to the engine parts. This super-heating is also ajacketing of 14 and 15, and effectively prevents the evil results inthose parts of excessive temperature. The energy of these pressure gasesthus heated is so great as to furnish power in the engine mechanism forthe continued work of compression, and also abundant excess power foroutside work. After the ignition of gases in the chamber l4 has beenmade, the boiler flame under 21 may be discontinued.

Returning now to the operations of compression, it is important that thepressures in the two systems 4 and 5 be controlled in their relationshipto each other. This I branch-pipes 30 and 31. This mechanism mayconsist,"

as shown in Fig. 1 and in greater detail in .Fig. 10, of a diaphragm 32operating two piston-valves 33 and 34, which block the further passageof the contents of the branch-pipes 30 and 31, respectively, wheneverthe diaphragm is in its central position. The chambers 35 36 adjacent tothe diaphragm are open to 30 and 31. If, now, the result of compressoroperations shall be an excess of pressure in either chamber 35 M36, thediaphragm moves coniormably, and the pressure which is in excess is forthe instant released. Air excess passing through 33 and the onwardconduit 37 enters the main system at the burner 13, as will be furtherdescribed. Gas excess, whenever 'it occurs, passing through the valve 34and the release-pipe 38, finds its way thereby back to the gas mainapproaching the suction 39 of the gas compressor.

An alternate method of accomplishing the above last-described result isillustrated in Fig. ]2, the airand'gas pressure approaching thismechanism by pipes 30 and 31 as formerly, enter air and gas chambers 4041, respectively, separated by a water-seal, which traverses aconnecting pipe 42. Chamber 41 is vertically movable, andcounterbalanced by a weight 53. Inlet, outlet, and water-seal pipes 3138 and 42, connected with the chamber 41 are made flexible to allow forthe vertical movement of said chamber.

1i normal water-level is depressed, the weight of the water-chamber llis decreased, and the chamber rises upon the stationary needle-valve 44supported by the standard 52 upon which the chamber is permitted toslide, this chamber being slightly overbalanced by theweight 53 whenwater-level is in equilibrium. The rising of the chamber and the openingof the needle-valve release excess pressure until water returns and theweight which it adds causes the chamber again to sink, and therelease-valve to close.

Another method of pressure-control consists in the regulation of theoutputs of fluid supplied by the compressor apparatus. Adifferentially-operating device for accomplishing this in connectionwith the gas-compressor is illustrated in Figs. 1 and 15, which differslightly as to the connection of the differential the controller beingshown in Fig. 1 as in side connection with said cylinder, and in Fig. 15as mounted directly on top of said cylinder. 'A diaphragm 54 is hereshown, with pressure connection through a branch-pipe' 55 between thechamber 56 above it and the air-conduit 4', and also with pressureconnection through a branch-pipe 57 between the chamber 58 below it andthe gas-conduit 5. This diaphragm actuates a stem 59, which may passthrough a stuflingbox, or as it is here shown, simply through a closebut not tight fitting case, into and through a chamber 60 closed at thebottom by a piston-valve 61 attached to 5 9; then (in-through a secondchamber 62, toa valve 63 closing tightly downward upon a seat. Below'63,the passage closed by it opens directly into the gascompressor cylinder3. The pressure in 58 acts upward onthe diaphragm 54 and downward on thepiston 61, or in case ofleaka'ge past said piston, on the valve 63'. If,therefore, the pressures in 56- and 58 are equal, and the diaphragmbalanced, the downward pressure on piston 61 or valve 63 will normallytend to hold said valve to its seat. The downwardv pressure may beaugmented by a spring 64.

In normal operation of compression, gas from the mains or other sourceof supply fills the cylinder 3 and is compressed therein, this lastoperation taking place without lifting the valve'63 from its seat. Thecylinderclearance is hence at its minimum, and under this condition thevolume compressed, per stroke of.

the compressor, is greatest. If, now,the' result of this is a pressurein 5 in excess of that in 4 or a differential caused by the operation ofthe separate aircompressor, this excess is transmitted to the chamber 58below the diaphragm, and 63 is raised by the compression in the cylinder'3 at the end of the compressorpiston stroke. This opens chamber 62 tothe clearance space of the cylinder 3, and according to its capacityrelatively to that of the normal minimum clearance of the cylinder 3itself, so is the quantity of 3s delivery diminished. In other words, byincreasing the cylinder-clearance oi the compressor, its output of fluidis decreased. If, still, pressure in 5 and 58 is excessive, 61 by thefurther upward motion of 54 is made to open up the furtherclearance-space 60 to the cylinder. Obviously, any number ofclearanceincreases, and any fineness of gradation for the excesspressurewhich shall successively open them' up is practicable. The stop-valves143 and 144 in branchpipes 55 and 57 are adjustable so as to allow onlya small flow of fluids past them, with the result that the thrust of thevalve 63 is cushioned, and any sudden excessive movement thereof isprevented. A-

similar set of chambers and valves may be operated by a spindle anddiaphragm similar to 59 and 54, in connection with the air-compressorcylinder, if desirable. Thus the pressure-relationship between fluids in4 and 5 may be completely-controlled. This relationship need not be thatof equality. A different set to the springs in the air and gas-clearancecontrollers will effect departure from pressure equality in the twosystems, and this can also be effected in various other ways.

Volumes furnished through conduits 4 and 5 preferably take the shortestpossible path to the burner apparatus. Reservoir capacity for storage isdesirable, and may be provided for by the means of side-outlets to thenecessary reservoir-chambers 6, 7, 8, 9, 10, 11, the

valves 65, 66, 67, etc., in the pipes leading to the chambers,permitting the chambers to be thrown in or out of use at will: Thesechambers are preferably arranged in multiple, as shown, it beingdesirable that the availablereservoir capacity be variable. If 6 aloneis open to the conduit 4, pressure rises in it to the pressure of theconduit. 68 isa stop-valve, and 69 a special valve the, principle ofwhich is indicated in detail in Fig. 16, beinga valve so constructedthat when a selected pressure is reached, and not before, it shall openand release into its chamber 7, permitting the pressure in chamber 7 torise, and thereafter remain the same as in 6, until pressures againsubside for any cause to the selected point determined by valve 69. Saidvalve 69 comprises a balanced valve 70, held to its seat by a spring 71-and opening toward the chamber 7. A diaphragm 72 operated by pressurefrom the chamber 6 is adapted to raise valve 70, and the latter willopen and close uniformly according to the amount of thepressureantecedent thereto, and not spasmodieally. Other valve arrangement ispossible, to effect the end described. A similar construction 73connects 8 to 7. 74 is a blow-off valve, the like of which may beapplied to any or all of the chambers. 74

may be arranged to blow ofi at a selected maximum During this process,the pressures in 7 and 6, or either of pressure. 74, if designed uponthe principle shown in Fig. 16, or as an ordinary high-pressuresafety-valve, prevents a rise of pressures indefinitely. On the otherhand, 75 and 76 represent check-valve connections between the threechambers shown, these valves beingso arranged as to open only in thedirection contrary totlie permissible flow in the lower connections lastabovedescribed. Stop-valves 67 and 140 being shut, it is thus madepossible to blow off chamber 8. Then if 67 is opened and 77 in the mainconduit 4 closed, the compressor 2 has an empty chamber 8, into which tothrow its volumes when first started. When pressure in this chamber 8has risen to the pressures which may have been stored in the otherchambers, the check-valve opens automatically, and the flow becomescontinuous.

them, have served to perform the duties for which compressor-pressuresare required, while the load upon the engine has been temporarilylessened. A similar arrangement, giving similar results, is applicabletothe chambers attached to the conduit 5, as shown.

Further, it may be desirable that pressuresshall be graded in theseparate chambers attached for storage to 4 or 5. Special valves 78 and7.9 accomplish this. Their action is similar to that of resistance-valve12 to be now described, and by means of them any selected difference ofpressure may be established between the chambers between which they areplaced, this differencebeing maintained automatically, as soon as and solong as any flow occurs through. said chambers and valves. Similarvalves are illustrated, similarly placed in connection with the chambersbranching out from conduit 5. The stems of these valves may, ifdesirable, be rigidly connected, so that the motion of 78 maybe instrict unison with that of the valve symmetrically opposed to it in thedrawing, which controls the pressures of the fluids in chambers 11 and10. The whole purpose of this last-described arrangement is to establisha, series of connected pressure-le vels in the several chambers, fromany one of which air or gas or both may be drawn. The valve v78 may beany suitable type of reducing valve. When these valves are in action forthe purpose of grading the pressures'in the reservoirs, the whole flowis of course through the valves. Thus if all three of the reservoirs 6,7, 8 are to constitute the graded series, the valves 77 and 66 will beclosed and the valves 67 and 65 opened so that the fluid flows from theconduit 4 through the reservoirs 8, 7 and 6 in the order named and backto the conduit in a loop, being reduced in pressure in each passagebetween two reservoirs, the 'intermediate portion of the conduit 4 beingfor the time cut out of service.

From between the valves 75 and 78 in Fig. 1 pipes 200, containingstop-valves 201 are seen leading upwardly to the air-conduit 4 andcorresponding pipes from the gas-reservoirs, whereby any reservoir, suchas 7 may if desired be arranged to discharge directly back to theconduit when conduit-pressure falls below the reservoir-pressure.

Conduits4 5 open directly into a special resistancevalve 12 containingtwo pressure-reducing mechanisms connected to operate in unison andcontrolled differentially by the pressure in the combustion-chamber andthe pressure created by one of the compressors. (Figs. 1 and 2). In thisvalve (Fig. 2), 80 and 81 represent the entrances of conduits 4 and u,respectively. Air-pressure is thus brought to the top side of thediaphragm. It also passes up through ports 82 placed in the body of apiston-valve 83, which piston-valve controls the passage of air outthrough the ports 84 and down into the outlet 85, which is the outletcontinuation of the general conduit 4. Similarly, fluids arrivingthrough 81 are controlled by piston-valve 86 in their passage outthrough ports 87 into outlet-pipe 88, which is the continuation of theconduit 5. Pistons 86 and 83 are rigidly connected to a stem 89 operatedby a diaphragm 90, and are so placed in the valve that theysimultaneously cut off in equal proportions the flow of fluids throughthe ports 84 and 87 respectively. No mixture of these fluids occurs inthis valve. The

- ports 84 and 87 are alike in their dimensions individually, and thenumbers of them are in whatever ratio has been predetermined asdesirable for the respective volumes of air and gas. The under side ofthe diaphragm is connected by pipe 91 to the upper portion of thechamber 16 to be hereafter described. A spring 92 holds the diaphragm upand the piston-valves shut, when the valve is not in operation. Thisspring is adjusted to a tension giving a difference between thepressures on the upper and'thc lower sides of the diaphragm equaling anyselected number of pounds per square inch. The operation is as follows:The arriving pressures at oncedepress the diaphragm, open the ports, andpermit onward passage of fluids. Ifthese fluids are not barred byobstacles further on in the conduits, the pressure reaches the chamber16, and through the pipe 91 reaches the under side of the diaphragm;When this latter, here designated as the terminal pressure, shallapproach the conduit pressure, here designated as the initial pressure,acting on the upper side of the diaphragm, within the differencerepresented by the tension of the spring 92, the diaphragm and pistonswill rise, and will take such position relatively to the respectiveports that the respective' fluids are simultaneously and proportionatelycut off in such measurehs shall throttle the flow into the chamber 16,and reduce the pressure there and in the pipe 91 and the lowerdiaphragm-chamber as far as may be needed to resist the upward movement.The spring-92 therefore becomes, as already explained, the measure ofthe difference between the initial and terminal pressures. If initialpressures rise, the terminal pressures follow at the distance of thisdifference, and the corresponding result occurs when initial pressuresfall, the action of the valve being entirely independent of the amountof pressure. It is pro-supposed in the above that at least a slight ventand flow out of chamber 16 is taking place either through the engine orthrough the auxiliary vent to be hereinafter described. It

onward outlet from terminal chamber becomes entirely closed, rise ofpressure in the terminal chamber will ultimately make terminal andinitial pressures equal. A constant-reduction regulator of the kind justdescribed, although believed to be new with me, is not herein claimedbroadly, being-made the subject of a separate divisional application,Serial No.- 324,616.

- In connection with a constant-pressure internal-combustion motorsystem, however, it has useful ofiices. It establishes an initialpressure superior to the combustion-chamber pressure, which may betapped off seeps-s for a pilot light in said generator. Also by placingthis regulator near the burner as shown, it tends to promote mixture ofthe burner fluids by virtue of the velocity of the fluids in passing itsorifices, and tends to prevent back fire. It may be used to gradereservoir pressures (as by making the regulator valves 78, 79, etc. likethe regulator valve 12). It may be used to regulate the two burnerfluids simultaneously with a single diaphragm or septum'as alreadydescribed. Passing on from this valve to the conduits, as shown in Fig.1, the still separated fluids pass through stop-valves 25. and 26,through check-valves 27'and 28, opening onward, and so into theburner-head 12 and its combustionchamber 14, where for the first timethe fluids come together. t

Details of different burner-head arrangements are shown in Figs. 3, 6, 7and 9. In Fig. 3, the air arriving through 4 is made to freely flow andjacket the upper portions of the burner, through passages 93, etc.,reaching to 94. 14 is the combustion-chamber itself, withwalls removableand renewable. 15 is the separate removable and renewable combustiontube or extension of this chamber. 95 is a short, removable, renewablecylinder, permissibly of some refractory substance. 96 is a piece whichas shown by 104 is pierced horizontally by radial passages, at rightangles one to another, opening from 14 to the outer cylindrical surfaceof the piece 96., This piece rests upon suitable packing 97, supportedby the framework of the head, and is packed at that point and also bypacking 98 at its upper edge. A nut 99 clamps the whole. in place, thepiece 96 being so made as to be removable upward from the outside shellof the head 13, upon removal of the nut. With it is removed the tubularpassage 15, and all other parts connected to 96. Air arriving from theconduit into chamber 94 has entrance through passages 100 and 101, intoI already described, opening into combustion-chamber 14. Opposite itsextremity in the main shell, is a hole and a tubular extension 105,ending in a peep-hole closed in by transparent material suited to resistpressure. Similar openings in the outside shell may be placed oppositeto the other lateral passages from 14, to be used for the last-describedor other desirable pur pose. It will be noted that the joint of thecombustion tube 15 is made with the piece 96 at a point below theselateral passages, rendering. a pressure-tight joint attainable. In Fig.17, a suitable construction for the peephole tube 105 is shown. 145 isthe peep-hole, located at the outer end of said tube and covered by atransparent or translucent piece 146, of a material such as glass,suited to resist pressure. In case the piece 146 should be destroyed,giving an outlet to the pressure in the combustion-chamber, provision ismade for automatically closing said outlet, said provision taking theform in the drawing, of a valve 147 in the passage approaching thepeep-hole 145, said valve normally lying open but having such a positionthat an outrush of gas will close it against a valve-seat 148, and thusclose. the

Gas arriving through conduit 5 enters the combustionchamber throughpassage 106, in such manner as to be joined first by some of the airarriving through 4, as described, through passage 101, and subsequentlyby more air mixing with the first mixture through passages 100 and 107,which latter are preferably a series of holes converging toward a focus.Through the center of 106, as is here shown, a spur igniter-tube 108 isextended, terminating about at the point where the mixture of fluidsoccurs. This construction is shown in further detail in Fig. 4, in which4 5 are the entrance-conduits, 106 the gaspassage, as described. 109 isa gaspassagc from a separate small humor of any suitable type. Into thispassage 109, as here illustrated, air is forced under some pressure,through a separate nozzle 110 fed from any source of air-pressuresupply. The different fluids advancing through 109 mingle, and flow backthrough the annular passage between 109 and 108, at the outlet of whichthey may be ignited, the flame, burning back to the extremity of 109,where a high temperature quickly ensues, the extremity of the tube108becoming highly heated and incandescent. In this arrangement, thebackward-flowing hot gases jacket and pre-heat the onward-flowingcombustible, increasing the vigor and controllability of the combustion.111 is a nut, threaded upon 108 above the packing of the stuffing-box112 through which 108 is made to pass, and by means of it 108 and itsinterior parts may be withdrawn a certain distance through the interiorof the passage 106, and thus carried back after it has performed itsservice, out of reach of the heat of the combustion-chamber 14. Thelower end of tube. 108 when fully projected is substantially within thezone of the passage 104 and its firing mixture impinges.

point within view of the peep-hole tube 105. It also acts as a battleagainst which the stream of (ionibustible Should this flow be so greatas to chill the hot-tube to an extent preventing ignition in starting,the output of the compressor or compressors may in part be temporarilydiverted into one or more individuals or pairs of the reservoirs 6, 9etc., so as to diminish this flow and the chilling effect.

The lower end of the tubular passage 15 is preferably fserrated, asshown at 113. By this means, when water- 'levels are for any reasonlowered, the opening for the passage of unquenched gases is at the firstsmall, and subsequently subject to gradual increase, if waterlevelcontinues to drop, which feature has been found advantageous, as forexample to control the superheat ing effect by admitting more orless ofthe unquenched gases to chamber 17. a 1

Passages 17 and18 carry the quenched and now reheating gases along thesurface of 15 to the engine-pipe. In the above-described arrangement ofburner-parts,

it is to be noted that while 15 is jacketed by the superon throughchamber 94 into chamber 116, and so out toward the engine, throughengine-pipe 19 located at the uppermost portion of the head. The lateralpassages 104 are formed in bridges connecting the walls of thecombustion-chamber with the outer walls of piece 114, as seen in Fig. 8.In this head, incoming air is brought down through chamber 117 annularlylocated about the passage 106. Ports 118 and 119 admit the air in adivided stream as before, .to combus Lion-chamber 14, these ports beingvariable by a perforated plate 120, which when rotated upon its seatvaries the dimensions of ports 118 and 119 to any desired degree.

Fig. 9 shows a still further varied construction of upper head, ingeneral similar to the head first described in Fig. 3. Air is admittedthrough 4, and gas through 5. Air passes down through 101, or in through121, the latter port being variable by a valve and spindle passingthrough a stuffing-box to the outside. In this figure, occasion is takento show an auxiliary burner. In Figs. 3 and 4, an igniter is shown invertical central position, withdrawable. It is plain that this sameigniter may be placed horizontally in radial direction, at any one ofthe four openings in the outside shell, one of which is shown as usedfor 105 in Fig. 6. The above-described igniter so horizontally placedwould then protrude into chamber 14, while performing its ignition, thistime just below the confluence of gases, and afterignition would beretired in the manner described. But the auxiliary burner illustrated inFig. 9 is a tube 122 through which an auxiliary supply of gasand air inproper proportions and preferably imder a super-atmospheric pressureslightly greater than the combustion chamber pressure, are brought tothe combustion-chamber 14, from one of the high-pressurereservoir-chambers 8 11, etc., in each series. 149 and '150 representthe pipes conducting the gas and air to the tube 122, in which latterthey are intermixed. Said pipes may be continuations of the pipes 151and 152 shown in Fig. 1 as connected with the several gas and airreservoir chambers by valved branches. The working pressure of thesystem, for either fluid, will ordinarily be the lowest pressure in anyof the reservoirs storing said'fluid; and since the pressures in saidreservoirs are capable of beinggradd as hereiiibeforef explained, thefluids for supplying the tube 122 may be taken from the reservoirshaving the higher pressures. It is also permissible to take them fromthe main gas and air conduits, preferably on the initial side of thevalve 12, which can easily be done through the reservoirs 6 and 9 byopening the branch valves 65. Arrangements consisting permissibly of aheat-muffle 123 and an atmospheric flame 124, the same being placed asnear as possible to 14,serve to .heat the tube 12 2 to redness from itsexterior. The

fluids passing through this tube are thereby ignited and borne onwardinto chamber 14, the resulting minor flame serving to ignite the maincombustible when'first admitted. After ignition, flow through 122 may bediscontinued, or may be maintained, in which lattercase the small flameremains burning in 14, even if the main flow of combustible through'5 isstopped.

The functions of the igniter 108 and of the auxiliary burner 122 are notin the main, alternative, although by applying external heat to the tube122 in a sulfi- 'cient degree to heat it to redness, the auxiliaryburner. may be used as an igniter, and other igniters dispensed with.The flame supported by fluids entering through the tube- 122 has animportant oflice keeping the wholeapparatus, including the water in thecoolingchamber, hot and in condition for an immediate start,"

when the supply of combustible to-the main burneris ing such thatconstant circulation of water shall take place. By means oftheconnecting pipe at the top of the respective chambers, the. pressuresin 16, and 21. shall be always maintained equal. As a result of this,thewater in the two chambers stands always at the same level. Openingupward from. 21 isa passage 125 connecting with the engine-pipe L9, inwhich may be placed a thermostat, designated 126 in Fig. 5, consistingas there illustrated, of expansible metal pieces varying in theirexpansibility and connected by means of a rod 127 through theopenconnecting pipe surrounding the rod, with the fulcrum 141 of thelever carrying the ball-float'22. This rod does not need to be in anyway packed in its surrounding tube 125, but the tube is a close fit uponthe sliding rod, so as to prevent the passage through it of anyappreciable volume of engine-bound gases. The ball-float is connectedwith the shaft 23, which regulates in any one of the usual methods, thepermitted inflow of water from the source of water-pressure to thechamber 21, whereby the normal level of water in the chambers is determined. The length of the rod 127 may be varied by altering connection128, whereby the normal position of water-level can be altered. Or thismay be effected by adjustment upon the shaft 23, where 23 is connectedwith the boiler-pump or source of water-pressure. In

additionto this variation, the temperature of "enginebound fluids in 19isinade to affect the,water-level, by raising or lowering rod 127, andthe fulcrum 141 of the ball-float; If the temperature in-l9 rises, thewater-level is thus made to rise, the limit being simply thatestablished by the dimensions .of the parts. In consequence of this riseof water-level, the effective length for super-heating of the tube 15 islessened, the super-heating surface is correspondingly lessened, and thetemperature accordingly -reduced.- 'With proper construction, thisrising of water-level may be carried, if desirable, slowly upward to thevery burner itself, in consequence of which no super-heat at all wouldoccur.

The variation of water-level, thermostatically or manually, may asheretofore mentioned, be carried to the extent of uncovering the upperangles of the serrations 113 at the lower end of combustion-tube 15,though I do not claim this feature in the present application.

.In connection with the chamber 16, and as illustrated, in flexibleconnection through the flexible pipes 129 130, a separate chamber 131 isprovided, in which the water is made to stand at the normal waterlevelof chamber 16. This whole chamber is suspended by a flexible connectionleading to the spring 92 of the resistance-valve 12, as shown in Fig. 1.The upward tension of spring 92 may therefore be made to depend theweight of 131 and consequentlythe tension upon the spring 92 increases.By this means,-the added resistance to. the passage offluidsiconsequ'ent upon the increase of the depth of water in the pipe15is neu- I trali'zed by the increased difference between the initialand terminal pressures effected immediately by re.

sistance-valve 12 when its spring tension'is'increased, so that noalteration in the effective difierence of pressures governing the onwardflow of air and gas from the conduits 4 and, 5 into thecombustion-chamber 14' 7 5 occurs, whatever may be the change inwater-level. In other words, the two pressure-drops, one imposed by thevalve-mechanism 12 and the other by the head of water in thecombustion-tube, are so controlled that one is made to depend on theother. 132 is a plug placed in the bottom of the chamber 16, the generalposition of i which is preferably vertical. Through this plug may betaken, from time to time, any sediment which shall occur, and allharmful foreign substances may through the cleanout 132 from time totime be extracted.

Further provisions against any possibility of'temperature rise'inundesirable quarters is made by the devices shown in Figs. 13 and 14. InFig. 13, 133 is a fusible wire stretched across the engine-pipe 19,-having its exit through a stuffing-box and connected in such manner tothe stop-valve 26 of the fuel-conduit 5 that .'any breakage of 133 shallresult in the closing of the valve. Undue-temperature-risetherebyresults in the complete shutting off of all fuel. In the alternateillustration, Fig. 14, the. fusible wire 134 is made to support 'in openposition, a check-valve 135, which closes in the direction of the onwardflow. If the fusible wire is displaced, this check-valve in pipe 19closes, and all combustion is stopped, because the combustion-chamher isrobbed of all vent.

Reverting to Fig. 1, 136 is a by-pass or blow-off pipe from theenginepipe to the engine-exhaust or to the outer airf 20 is athrottle-valve connected to a valve 137 in the pipe 136-in such manner,by means of a slipshall open at least slightly. This connection is soarranged that it can be easily severed. If not severed, the timelyopening of 137 as described prevents the combustion-chamber from beingrobbed of all vent in case the engine is momentarily completely shutdown.

In Fig. 1, the rock-lever 139, driven by the motion of the en ine, isprovided with an adjustment whereby the position on said lever, of theconnectingqod driving the piston in compressor 3, can be varied. As theposition of this connecting rod is altered, so is altered the stroke ofthe piston in 3. The result of this change is, necessarily an alterationin the delivery of gas to 5. By this means, if 3 is built ashereinbefore' specified, so as to give compressed gas somewhat in excessof re-' quirements, any quantity less than the maximum thus arranged formay be obtained by ;the set of the adjusts ment 138. I

In Fig. 18, I have illustrated a mechanism for utilizing the releasedfluid-pressure from a balance mechanism for performing useful work. Saidbalance mechanism may be the balance-mechanism 29 hereinbeforedescribed, and the work performed may be the control of compressorcylinder. clearance by a mechanism such as illustrated in Fig. 15. Fig.18 represents an appaupon the weight of 131, and as the water-levelsrise,

ratus thus organized. The gas pressure from the relink 142, that before20 can be absolutely closed, 137 105 cylinder 3.

lease-valve 34, which is actuated differentially by the balancediaphragm 32, reaches, through the releasepipe 38, a chamber 58 locatedbeneath a diaphragm 54, the latter being connected with the stem 59 of avalve 63 which controls the clearance of the gas-compressor A spring 156and the pressure of the atmosphere acting on the upper side of diaphragm54 normally hold the valve 63 to its seat, but when the release-valve 34opens, the pressure of .the main gas-conduit 5 is introduced to theunder side of the diaphragm, and the valve (33 rises, increasing thecylinder clearance of the gas-compressor and correspondingly decreasingits output. Final release occurs through a pipe 157 controlled bya valve158 which is adjusted so as to afford a greatly contracted passage forthe fluid. Obviously, a similar clearance-controlling mechanism operatedby the air-release may be applied to the aircompressor. It is alsoevident that other useful work may be performed by the released excesspressures of either or both combustion-fluids, such as pumping waterinto the cooling-chamber, or driving an enginepiston. I

Fig. 11 represents a modification of the pressure-regulating valve shownin Fig. 2, by which the absolute or relative aggregate areas of the twosets of fluid-exit ports of the valve may be changed. Either or both ofthe valve pistons 83 86, in this case the piston 86, is provided withports 154 corresponding in number to the outlet-ports 87, one side ofeach of said ports 154 being parallel to the corresponding side of eachof the ports 87. The stem 89 to which the piston 86 is attached isjointed at 155, and the upper part is adapted to rotate frictionally onthe lower part. N ow by rotating the piston 86 so that the sides of itsports cut off more or less of the lateral area of the ports 87, theabsolute aggregate areas of the latter, and hence the relative aggregateareas of said ports 87 and the air-ports 84, can

be changed. This changes therelative resistances to the passage ofthetwo fluids entering the burner, and affects their pressure relationship.

The pressure-regulating valve 12 acts as a resistance, establishing andmaintaining a difference in pressure between the combustion-chamberandthe compressorconduits or reservoirs connected therewith, whichinsures the constant vigor of combustion. The location of thisresistance at a point between the burner and the sources of pressure,instead of directly at the burner (though preferably not so far awayfrom the burner as to lose control of the velocity of flow at theburner), interposcs cushioning chambers or spaces between the burner andthe resistance. Said chambers, as herein shown, comprise principally thepipes connecting the burner with the resistance-valve, butthese may beadded to or enlarged, to affoid extra-cusbioning-or equalizing space.The effect of said chambers is to partially equalize the pressurefluctuations due to the intermittent take of the engine, before the{valve 12 has had a chance to actI Each out-draftxfrom thecombustion-chamber, due to a receding stroke'of the engine-piston,causes a decrease of pressure in the combastion-chamber, and anappreciable though very short period of time elapses before thisdecrease in terminal pressure is felt by the valve and compensated forby a wider opening of its ports. Conversely, the momentary increase ofterminal pressure due tocut-off at the engine is not instantly respondedto by a decrease in the valve-port area. In consequence of thiscondition, there would be a normal tendency of the flame in thecombustion-chamber to fluctuate, were there no rcservoirsoicombustiomfiuids at mean terminal pressure, back of the burner, to drawupon. By interposing such chambers, the tendency to fluctuate may belargely overcome.

With regard to the valve 12, it is to be further noted that itspressure-reduction by a constant difference is maintained irrespectiveof the quantity or velocity of flow of the pressure-fluids through thevalve. The engine at slow speed may call for only a very slight flow ofthe combustion-fluids through the valve, in consequence of which thefriction, and hence the actual resistance due to a given port-area inthe reducing-valve,

would naturally be diminished. The valve maintains the actual resistancein this case, by reducing the port areas.

The balance mechanism 29, in connection with the air by-pass 37 whichterminates in the outlet from the combustion-chamber 14, effects a novelregulation, the principle of which may be thus explained: It is assumedthat the air and gas compressors are so designed that their outputs arein a predetermined ratio. Let it also be assumed that the pressures inthe main con duits 4 and 5 are to remain equal,.and it is then evidentthat the areas of the air and poi-ts in the valve '12 must have the sameratio as the outputs of the compressors. In the arrangement shown, thisratio when once established, remains fixed during any period ofoperation of the valve, and therefore if the outputs of the compressorsvary from the predetermined ratio, the one in excess will tend toproduce an excess of pressure in its conduit. Said excess is disposed ofby the balance mechanism 29, the excess gas in the arrangementillustrated being returned to the original source of gas-supply, and theexcess of air being by-passed into a receptacle containing terminalpressure. Now in the case of the air, an over-production on the part ofthe air-compressor increases the predetermined ratio of its outputto-the output of the gas-compressor, and because of the fact that boththe air-main 4 beyond the valve 12 and the by-pass 37, deliver into aterminal pressure receptacle, the total air-port area must be increasedby an opening of theair-release valve 33 in the balance mechanism untilits ratio to the gas-port area shall be the same as the actual ratio ofcompressor-outputs. These changing ratios are automatically main tainedthe same for the compressor-outputs and portareas during excessair-output.

In Fig. 1, 159 represents a pipe connecting the engine-pipe 19 with theair-conduit 4' on the initialpressureside of'the valve 12, said pipecontaining a check- -valve 160 which opens back toward the air-conduit,

and a stop-valve 161. The object of this construction is to providepractical means for utilizing the engine 1 as an air-compressor whensubjected to negative load. When the engine is connected up to drive anapparatus which under certain conditions will itself act as a driver andpropel the engine, this being the condition termed negative load, thevalve-gear of the engine can be reversed, and the latter will act as anair-compressor, receiving atmospheric air through its exhaust-pipe. Inthe event of the engine being thus arranged to act as a with,astoragereservoir in branch connection with said compressor undernegative load, a back pressure will be established in the engine-pipe19, and in the combustion-chamber 14, causing the check-valves 27 and I28 in the air and gas supply pipes leading to the burner to close. Allconnections between the combustionchamber and the source of gas-supplywill then have been shut off; but assuming the stop-valve 161 to havebeen leit open, connection may be maintained through the pipe 159 andthe air-conduit 4, between the engine and the air-reservoir chambers 6,7, 8. The back pressure will open the check-valve 160, and the aircompressed in the engine will then be stored as an additional reserveforce in the said reservoir-chambers and the conduits open thereto.

The term combustion fluid employed in the claims is used generically tomean either the air-ingredient or the fuel-ingredient of combustion andnot simply the fuel-ingredient...

I claim:

1. In power-apparatus. the combination of an engine, a compressor drivenby and supplying-the engine, a fuelburner connected with thecompressed-fluid line for heating the engine-driving fluid, a reservoirin branch connection with the fluid-line for storing the fluid to lessenthe load on the engine. and means for opening and closing thebranch-connection.

2. In powcrapparatus,"the combination of arr engine, a compressor-drivenby and supplying the engine, a fuelburner connected with thecompressed-fluid line for heating the enginedriving fluid, a pluralityof reservoirs located b tween the compressor and engine for storing thecompressed-fluid and supplying the engine, and means for connectingindividual reservoirs respectively with the compressor and with theengine whereby one reservoir may be receiving compressor output whileanother is supplying the engine.

3. In power-generating apparatus, the combination of a fluid-compressor.a combustion-chamber connected therewith, a series of storagereservoirs, and means for automatically bringing said reservoirs insuccession into communication with said compressor.

4. In power apparatus, the combination of a compressor, an engine to usethe. compressedfluid, a reservoir to store excess fluid during theoperation of the englne,'and automatic mechanism controlling thecommunication between said compressor and reservoir for admitting thefluid to said reservoir upon the attainment of a predetermined fluidpressure.

In power, apparatus, the combination of a combustion-fluid compressor, aburner supplied thereby, a reservoir and automatic inlet mechanismtherefor for storing excess quantities of the fluid during the operationof the burner, upon attainment of a predetermined fluid pressure, andautomatic-outlet mechanism for returning the stored fluid to thefluid-line between the compressor and burner when the pressure in saidline falls below the reservoirpressure. 1 I

6. In power apparatus, the combination of a compressor, an engine. acompressed-fluid-ilne connecting the two, a reservoir having inlet andoutlet branch connections from said line, an automatic loadedentrance-valve in the inlet connection, and an automatic check-valve inthe outlet,

connection opening toward said line.

internal combustion power developing means supplied thereby, a reservoiradapted to store the compressed fluid. and automatic mechanismcontrolled by the pressure in the fluid-line between the compressor andthe power-developing means for controlling the inlet of fluid from saidlineto the reservoir and the exit thereof from the reservoir to saidline.

8. In power-generating apparatus, the combination of a fluid-compressor,a combustion chamber connected therecomprpssor and with saidcombustion-chamber, and an automatic valve-device controlling theconnection with the compressor and controlled by the pressure antecedentto said reservoir, said device constructed to open and close uniformlyaccording to the amount of said antecedent pressure. i

9. In powcrgeneratlng apparatus, the combination of acombustion-chamber, a compressor for the combustion-fluid, astorage-reservoir for said fluid, a valve controllingladmission to saidreservoir, moans exerting a constant valveclosing pressure. and amovable partition subject-to the pressure antecedent to the reservoirfor opening the valve.

19. In power apparatus, a main power-line including in series acompressor, a combustion-chamber, a loop branch leading from saidpower-line and returning thereto, and a pressure-reducing mechanism insaid branch controlled differentially by the pressures initial andterminal to itself, whereby pressures may be graded in said branch in apredetermined relation.

11. In power-generating apparatus, the combination of afluid-compressor, a combustion-chamber connected therewith, a series ofreservoirs for storing the fluid, and means for automatically openingsaid reservoirs in succession without reducing the pressure in thepreceding reservoir.

12. In power-generating apparatus, the combination of a.fluid-compressor, a combustion-chamber connected therewith, a series ofstorage-reservoirs, means for automatically bringing said reservoirs insuccession in communication with the compressor during rising pressures,and means for automatically maintaining them in communica tion with thecombustion-chamber during falling pressures.

13. In continuous-combustion power-generating apparatus, the combinationof a fluid-compressor, a combustionchambcr, a conduit connecting thetwo, a series of storagereservoirs in branch connection with theconduit, passages connecting the reservoirs and provided with valveswhich open at diiferent predetermined pressures, whereby the reservoirsare brought successively into communication with the conduit duringrising pressures, and other passages connecting the reservoirs andprovided with check-valves opening toward the conduit, whereby thereservoirs are maintained in communication with the conduit duringfalling pressures.

14. In power-generating apparatus, the combination 0! afluid-compressor, a combustion-chamber, a conduit connecting the two, astorage-reservoir in branch connection with the conduit, a secondstorage-reservoir in branch connection .with the conduit, means forindependently discharging said secondreservoir, and pressure-controlledmeans for automatically throwing said second reservoir into connectionwith the first reservoir.

15. In power-generating apparatus, the combination of afluid-compressor, a combustion-chamber, an engine connected to drivesaid compressor and operated by the output of the combustion-chamber, aconduit connecting the compressor and combustion-chamber, astorage-reservoir in branch connection with the conduit, a secondstorage reservoir, means for independently discharging said secondreservoir, and pressure-controlled means for automatically throwing saidsecond reservoir into connection with the first reservoir. 4

16. In power apparatus, an internal-combustion generator having a mainburner, a motor supplied by said gener ator, pressure fuel andairconduits supplying the burner and having automatic check-valves openingtoward said burner, and an auxiliary steam-boiler connected with saidmotor and having an independent burner for heating it.

17. In continuous-combustion power-generating apparatus, the combinationof a combustion-chamber, means to supply combustion-fluids thereto underpressure, an outlet from said chamber for the products of combustion, abypass connected with said outletand adapted to divert one of saidfluids around the combustion-chamber, a. valve controlling said by-pass,and a device controlled diiterentially by the pressures of the fluidsfor operating said valve.

18. In power apparatus, the combination of a con:- pressor, acombustion-chamber for using the compressed fluid, and means locatedbetween said compressor and said combustion-chamber. and controlleddiiferentially by the pressures initial and terminal to itself forreducing the pressure of the compressed fluid by a predetermined amountindependent of the absolute pressure.

19. In power apparatus, the combination of a combustion-fluidCompressor, a burner supplied thereby, and a pressure-reducing means inthe supply-line controlling the velocity of fluid at the burner andcontrolled differentially by the pressures initial and terminal toitself.

20. In a constant-combustion power-system, the combination of acombustion-chamber having a pilot burner, a pressure line to supplycombustion fluid to said chamber, a regulator in said line, controlleddifferentially by 'the pressures initial and terminal to itself, and aconduit leading from the pressure line on the initial side of saidregulator for supplying the pilot burner.

21. In coutinnous-combustion power-generating apparatus, the combinationof a combustion-chamber, means to supply combustion fluids continuously.thereto under pressure. two connected valves controlling the respectivefluids and controlled diiterentiully by the pressures initial andterminal to one of them, and means for varying the relative openings ofsaid valves.

22. In power apparatus, the combination of. air and gas compressors, aninternal-combustion burner supplied thereby, and pressure-reducingvalve-mechanism in the compressed air and gas lines controlling thevelocity of said iiuids at the burner, and controlled differentially bythe pressures of one of the fluids initial and terminal to saidmechanism.

23. In'continuouscombustion power-generating apparatus, the combinationof a combustion-chamber, two sources for supplying combustion-fluids tosaid chamber under pressure, means for automatically maintainlngzthepressures of said fluidsin a predetermined relation, and two automaticpressurereducing valves interposed between said sources and thecombustion-chamber and connected to operate in unison, said valves beingcontrolled differentially by the pressure in the combustion-chamber andthe pressure from one of said sources.

24. In power apparatus, the combination of an internalcombustion burner,means for supplying compressed air and gas thereto in a predeterminedpressure-relationship, resistance-valves in the air and gas lines havingorifices in 'a relationship corresponding to the desired ratio for thequantities of air and gas participating in combustion, and meanscontrolled by'the pressure of the system for so varying the opening ofsaid valves in common as to afford a substantially constant resistancefor each fluid.

25. In continuouscombustion power-generating apparatus, the combinationof a combustion-chamber, means for supplying air and gas continuouslythereto under pressure, and valves in the supply-conduit controlleddifierentially by the pressures initial and terminal to said valves andlocated far enough in advance of the mixing-point of the iiuids toprovide cushioning chambers between said valves and thecombustion-chamber.

26. In continuouscombustion power-generating apparatus, the combinationof a combustion-chamber, means for supplying, combustion fluidscontinuously thereto under p essure, means controlled by the pressure ofthe system for automatically varying in common the orifices for passage.of the said fluids, means for relatively varying said orifices, andautomatic means controlled difierentially by the pressures of the fluidsback of the orifices for releasing 3 said fluids from the conduits.

27. An internal combustion steam and gas generator, means forsuperheating the steam in the output of said generator, means forsupplying a pool of water in said generator whose level determines theamount of superheat, an automatic level-controller for said pool, andmeans controlled by the temperature of the generator output for varyingthe level established by the controller.

28. An internal-combustion steam-and-gas generator having acombustion-tube, means for establishing a pool of water immersing theoutlet of said tube, means for carrying the steam and products ofcombustion in superheating relation with the outer surface of thecombustion-tube, and means controlled by the temperature of thesteam-andgas mixture for varying the water-level in said generator.

29. In continuous-combustion power-generating apparatus, the combinationof a pressure combustion-chamber,

conduits antecedent and terminal thereto, means for establishingresistance to the flow through said conduits and chamber at pointsantecedent and terminal to the point 0'1 combustion, and controllingdevices for said resistances dependent the one upon, the other.

30. In continuous-combustion power-generating apparatus the combinationof a combustion-chamber, a coolingchamber having waiensupplying moans,means to supply combustion-fluid to said combustion-chamber, means toantomatically impose a pressure-drop upon said fluid, and meanscontrolled by the water-level in the cooling chamber for varying theamount of said pressure-drop.

31. In continuous-combustion power-generating apparatus the combinationof a combustion-chamber, a cooling chamber appurtenant thereto andhaving water-supplying means, a yalve controlling admission ofcombustion-fluid to the combustion chamber and differentially controlledby the pressures initial and terminal to itself, and means controlled bythe water-level in said cooling-chamber and exerting a yieldingmechanical pressure on said valve in aid of the terminal pressure.

32. In continuous-combustion power-generating apparatus, the combinationof a source of fluid-pressure, a combustion-chamber connected therewith,a cooling-chamber containing a body of water to cool the products ofcombustion from said combustion-chamber, a re-heating surface ofvariable area controlled by the level of the water and by. which saidproducts are re-heated, an automatic pressure-regulating valve mechanisminterposed between the source of pressure and the combustion-chamber,and a device forming a part of said valve mechanism for controlling therelation between its initial and terminal pressures and controlled bythe level of the water in the cooling-chamber.

v 33. In continuous-combustion power-generating apparatus, thecombination of a combustion-chamber having an atmospheric vent, means tosupply combustion-fluid to said .chamber, and a valve controlling thefluid and controlled diflferentially by the pressures initial andterminal to said valve.

34. In continuous-combustion power apparatus, the combination ofa'burner, means to supply pressure combustionfiuids thereto, acombustion-chamber, a cooling-chamber in the path of the products ofcombustion for vaporizing water, a main outlet from said cooling chamberfor conducting the steam and gases to an engine, an atmosphericvent-outlet from said cooling-chamber, la vent-valve, a valvecontrolling the main flow of fluid through the combustion-chamber, and aconnection between said valves whereby the opening and closing movementsare respectively opposite in the two valves.

35. In internal-combustion power-generating apparatus, the combinationof a combustion-chamber, a water-supplied cooling device subject to theheat of said combustionchamber, an engine, a conduit structure. forconducting the products of combustion and steam from said chamber andsaid cooling device to the engine to operate the latter, and a throttleand vent valve-mechanism located between the cooling device and theengine and having means for closing the passage to the engine andopening a vent from the combustionchamber by a single operation.

36. In continuouscombustion power-generating apparatus, the combinationof a combustion-chamber, a coolingchamber communicating therewith, asuperheating passage leading from said cooling-chamber and heated by themain combustion, and means controlled by the temperature of the outputfrom said chamber for controlling the proportion of the heat ofcombustion imparted to .the steam after its generation in saidcooling-chamber.

37. In continuous-combustion power-generating apparatus, the combinationof a combustion-chamber, a coolingchamber containing a body of wateradapted to cool the products of combustion from said chamber, areheating surface for re-heating the cooled products and variable bydifferences in the water level, an outlet for the reheated products ofcombustion, and a thermostat controlled by the temperature of theproducts passing through said outlet and controlling the water level.

38. In constant-pressure power apparatus, the combination of :1continuous internal-combustion burner, means to supply combustion-fluidsthereto under pressure, a combustion-chamber. and an iguiter movableinto and out of the region oi the iianze from said burner.

iii). In contiuuous-comlnlstion mwer-generating apparatus, thecombination of a colnlmstion-chamber, means for supplying combustionfluids thereto continuously under pressul'e, an cxternall v-bpen blindigniter-tube in said chamber. burner-tubes in ejector-relati m enteringsaid igniter-tubc, means to supply a blast of air through the air-tube,and means for supplying gas at a lower pressure to the gas-tube forentrainment by the air-blast.

40. In continuoits-combustion power-generating apparatus. thecombination ot a combustionchamber. means to supply combustion tiuidscontinuously thereto under pressure. and an externaliy-heated hot-tubeigniter adapted to be located as a battle in the path of a combustiblecurrent' entering said chamber, and having an adjustment. for pre--venting the impingement oi the main combustion flame during normaloperation.

41. in cont!muons-combustion power-generating apparatus, the combinationof a combustion chamber, an engine connected therewith, means driven bythe engine for supplying a combustible mixture of air and fuel underpressure to said chamber, an incandescence igniter in the path of one ormore of the combustion fluids, and manuallycontrollable means fortemporarily diverting the mixture from the combustion chamber to preventchilling of the igniter thereby in effecting a start. 1

42. In continnous-combustion power-generating apparatus, the combinationof a combnstion-chamber, an engine connected therewith, means driven bythe engine for supplying primary and secondary streams of combustiblemixture'to the combustion chamber, an incandescence igniter in the pathoi the main stream, and mannally-controllable means for temporarilydiverting the supply for the main stream in starting.

43. in continuouscombustion power-generating apparatus the combinationof a combustion-chamber having a burner, means for supplying combustionfluids under pressure thereto, a surrounding wall with an interveningspace between said well andchamber, and a bridging portion between saidchamber and said wall, formed with the chamber and perforated with athrough passage from the exterior of the wall to the interior of thechamber opposite the region of the root of the flame.

4-1. In continuouscombustion power-generating appara ins, thecombination of a pressure combustion-chamber having an inlet forcombustion-fluids, and a lateral opening through its wall beyond saidinlet, a combustion-tube forming a joint with the walls of thecombustionchamber beyond said opening, a cooling-chamber embracing theoutlet from the combustion-chamber, and a passage from saidcooling-chamber jackcting the combustion-tube and separated from thecombustion chamber by said joint.

45. In continuous-combustion powengenerating apparatus thecombination ofa pressure combustion-chamber having an inlet for combustion fluids, acooling chamber having means for vaporizing water bycontact of the hotgases from said combustion-chamber, and a passage for the steam-andburnt-gas mixture leading from said cooling-chamber and jacketing thecombustion chamber to a point back of the said inlet.

A6. In continuoils-combustion power-generating apparatus. thecombination of a pressure combustion-chamber having a burner, a visualpassage for viewing the interior thereof, a combustion-tube snpportdfrom a point on the opposite side of said passage from the burner and anoutward passage for the products of combustion jacketing the burner at apoint back of the visual passage.

47. In continuous-combustion power-generating apparatus, the combinationof a combustion-chamber, a cooling chamber adapted to contain a body ofwater for cooling the products of combustion from said chamber, aconduit for supplying combustion-fluid to said combustion-chamber. apassage for the cooled products of combustion, leading from saidcooling-chamber and jacketing said combustion-chamber, whereby thecooled products are re-heated, and a passage leading from the first saidpassage and jacketing said conduit, whereby said re-beated productspreheat the combustion-fluid.

-18. In power-apparatus the combination of a closed inicrnai-combustiongenerator having a burner, means for supplying air and fuel underpressure to said burner, a. passage in the wall oi said generator forviewing the interior thereof, "provided with a visual pane, and anautomatic check-valve opening toward the interior of the generator andnormally lying aside from the line of vision through said passage forclosing the passage in the event of breakage oi the pane.

4!). ln continuous-combustion power-generating apparatus. thecombination of a combustion-chamber having a primary burner and anigniting burner, means for supplying combustible to said burners-andmeans for automatically maintaining the supply forthe igniting burner ata pressure higher than the pressure for the main burner by asubstantially constant amount.

50. In power-generating apparatus, the combination of aninternal-combustlon lmrncr-apparatus,'a. reciprocating,

engine of the steam-engine type supplied thereby and adapted to operateas a compressor on negative load, and a reservoir and connections forstoring the tluid compressed by sald engine and using it again in saidengine.

51. In continuous-combustion powergencratlng apparatus, the combinationof a constant-pressure combustion chamber, an engine supplied therebyand adapted to open ate as a compressor on negative load, means tosupply combustion fluids continuously under pressure to said chamber,a'reservoir and connections for storing the fluid compressed by saidengine, and an igniter operative in the combustion-chamber on thecessation of the main combustion for restoring the latter on resumptionof positive load.

52. In power-generating apparatus, the combination of acombustion-chamber, means for supplying air and fuelthereto underpressure, an air-reservoir connected with the air-supply, an enginearranged to be driven by the products of combustion from saidcombustion-chamber and adapted to act as an air-compressor whensubjected to negative load, and means for automatically shutting off thefuel connection to the combustionchamber and for maintaining anair-connection from the engine to the airreservoir to store the aircompressed in the engine when the latter acts as an air-compressor.

53. In power-generating apparatus, the combination of acombustion-chamber, compressors adapted to supply combustion-fluids tosaid chamber, and means controlled differentially by the pressure ofsaid fluids for varying the output of one of said compressors.

54. In power-generating apparatus, the combination of acombustion-chamber, two compressors adapted to supply combustion-fluidsto said chamber, and means controlled differentially by the pressures ofsaid fluids for varying the cylinder clearance of one of saidcompressors.

55. In power-generating apparatus, the combination of acombustion-chamber a compressor adapted to supply combustion-fluidthereto under pressure, means to auto matically release a portion ofsaid fluid when not required in the combustion-chamber, and meanscontrolled by the pressure of said released fluid for varying the outputof said compressor. v

-56. In power-generating apparatus, the combination of acombustion-chamber, a compresson adapted to supply combustion-fluidthereto under-pressure, means to automatically release a portionof saidfluid when not re quired in the combustion-chamber, and means controlledby the pressure of said released fluid for varyingthe cylinderclearanceof said compressor.

57. In power-generating apparatus, the combination of acombustion-chamber, a compressor adapted to supply combustion-fluidthereto under pressure, means controlled by the pressure of said fluidfor releasing a portion thereof, and means controlled by the releasedpressure for varying the output of the compressor.

58. In power-generating apparatus, the combination of acombustion-chamber, a compressor adapted to supply combustion-fluidthereto under pressure, means controlled by the pressure of said fluidfor releasing a portion thereof, and means controlled by the releasedpressure for varying the cylinder-clarance'of'the compressor and therebyvarying its output. i

59. In power-generating apparatus, the combination of acombustion'chamber, two compressors adapted to supply combustion-fluidsto said chamber, means controlled dlf-,

ferentially by the pressures of said fluids for releasing excesspressure of one of the iluids, and means controlled by the releasedfluid-pressure for diminishing the output of the compressor supplyingthe released iluid.

do. In power-geueratimi apparatus, the combination of acombusiion-chamber, two compressors adapted to supply combustion-fluidsto said chamber, means controlled dlf fereutlally by the pressures ofsaid fluids for releasing ex cess pressure of one of the fluids, andmeans controlled by the released lluid-lu'essure for increasing thecylinderclearance of the compressor furnishing the released fluid andthereby diminishing its output.

61. In routiuuous-comlmstion power-generating apparatus, the combinationof a combustiou-cluunber, two compressors adapted to supplycombustion-fluids to said chamber, an outlet from said chamber for theproducts of combustion, and means controlled differenthillyby thepressures of the two fluids for by-passiug one of the fluids around thecombustion-chamber into said outlet.

61.. In continuous-comlmstion power-generating apparatus, thecombination of a combustion-chamber, an engine supplied thereby twofluid-compressors adapted to supply combustion-fluids to said chamber,fluid-passages connecting the compressors with saidcombustion-chamber,and pressure-controlled means for automatically proportioning the totalcross-sectional passage-areas for the respective engine-bound fluids tothe relative outputs of the com prcssors during, changes in the ratio ofsaid outputs.

63. In conthumus-combustion power-generating apparatus, the combinationof a combustion-chambcr, means to supply combustion-fluids thereto underpressure, an outlet from said chamber for the products of combustion, abypass connected with said outlet and adapted to divert one of saidfluids around the combustion-chamber, a valve controlling said by-pass,and a device controlled d iiIerentially by the pressures of the fluidsfor operating said valve.

In testimony whereof I have aifixed my signature; in presence of twowitnesses.

EDWARD P. NOYES.

Witnesses:

SIDNEY A. Rmzvn, R. M. IIERSON.

